Two-rear-wheel electric vehicle

ABSTRACT

A two-rear-wheel electric vehicle configured to lean its vehicle body frame when turning includes a vehicle body frame, a pair of right and left rear arms, a battery, and a shock absorber. The vehicle body frame includes a head pipe, a front inclined portion, a bottom portion, and a rear inclined portion. The front inclined portion extends obliquely downward and rearward from the head pipe. The bottom portion includes a front support portion that supports a front end portion of the shock absorber. The bottom portion extends rearward in a front-back direction of the vehicle from a rear end portion of the front inclined portion. The rear inclined portion includes a battery support portion, and extends obliquely upward and rearward from a rear end portion of the bottom portion. A swing shaft is positioned rearward of the front support portion and below the battery support portion.

TECHNICAL FIELD

The present invention relates to a two-rear-wheel electric vehicleconfigured to lean its vehicle body when turning.

BACKGROUND ART

Examples of the conventional two-rear-wheel electric vehicle include atwo-rear-wheel electric vehicle disclosed in Patent Document 1.

In the two-rear-wheel electric vehicle of the Patent Document 1, a pairof right and left electric power units are placed below a centralportion of a vehicle body frame. The right and left electric power unitsare configured to drive the respective rear wheels. Each of the electricpower units includes a drive motor, a primary speed reduction mechanismthat reduces the speed of a rotational drive force supplied from thedrive motor, a power transmission mechanism that transmits therotational drive force whose speed has been reduced to the rear wheelside, and a secondary speed reduction mechanism that reduces the speedof the rotational drive force transmitted from the power transmissionmechanism. Each of the electric power units constitutes a swing arm. Thesecondary speed reduction mechanism transmits the rotational drive forceto the rear wheel that is supported on a rear end portion of thecorresponding electric power unit. The electric vehicle also includes apair of right and left shock absorber units each placed between an upperrear portion of the vehicle body frame and the rear end portion of thecorresponding electric power unit.

The two-rear-wheel electric vehicle of the Patent Document 1 alsoincludes a frame holder assembly that is fixed by a lower centralportion and the upper rear portion of the vehicle body frame. A batteryis placed in the frame holder assembly.

PRIOR ART DOCUMENTS Patent Document

-   Patent Document 1: Japanese Patent Application Laid-Open No.    5-213253 (1993)

SUMMARY OF THE INVENTION Problems to be Solved by the Invention

Such a two-rear-wheel electric vehicle is able to stand on its ownbecause a pair of right and left rear wheels are provided. Therefore, adriving operation is relatively easy when the vehicle is running at alow speed. Additionally, the two-rear-wheel electric vehicle can becaused to run by less power than a four-wheel vehicle can, and has amore excellent loading capacity than a two-wheel vehicle does. Thus, thetwo-rear-wheel electric vehicle achieves stable running under a statewhere a large amount of baggage is loaded thereon. The two-rear-wheelelectric vehicle includes a battery serving as a power source. Since apossible travel distance obtained per charging is limited by thecapacity of the battery, the two-rear-wheel electric vehicle is bettersuited for a short-distance travel than a long-distance travel.

Moreover, the two-rear-wheel electric vehicle of the Patent Document 1,which is not able to lean its vehicle body when turning, needs tomaintain the attitude of the vehicle body against a centrifugal forcewhile the vehicle is running on a curve.

In this respect, a two-rear-wheel electric vehicle configured to leanits vehicle body when turning is allowed to turn with the vehicle bodyleaning to the inner side of a curve. This provides a high stabilitywhile the vehicle is running on a curve, and does not require any highdriving skill.

In view of the above, a two-rear-wheel electric vehicle configured tolean its vehicle body when turning is a vehicle suitable for, forexample, purposes of short-distance delivery services or purposes (suchas shopping) intimately involved in daily lives of females and theelderly.

In consideration of use for the purposes of short-distance deliveryservices or purposes intimately involved in daily lives of females andthe elderly, a high degree of convenience is demanded of thetwo-rear-wheel electric vehicle configured to lean its vehicle body whenturning. To be specific, the convenience includes requiring a lessfrequency of charging, having a low weight to provide easy handling, andthe like.

As for the frequency of charging, in general, a vehicle including anengine does not require much time for refueling with gasoline, but anelectric vehicle requires relatively much time for charging a battery.For example, in a case where a user, when carrying out a deliveryservice, notices that a remaining battery charge of the electric vehicleis low but there is no time for charging, the delivery service may bedisabled. In a case where a user, when going out for an urgent matter,notices that a remaining battery charge of the electric vehicle is lowbut there is no time for charging, the user has to abandon going outwith the electric vehicle. Like this, the electric vehicle may force theuser to refrain from the use thereof when the remaining battery chargeis low. Thus, a less frequency of charging is preferable in thetwo-rear-wheel electric vehicle configured to lean its vehicle body whenturning. In other words, a large battery capacity is preferred, and lesspower consumption is preferred.

Here, the two-rear-wheel electric vehicle includes two rear wheels, andtherefore the weight of the vehicle body is in general larger than thatof a two-wheel vehicle. An increase in the weight of the vehicle bodyleads to an increase in power consumption. In order to reduce thefrequency of charging, the battery capacity needs to be increased. Inthe two-rear-wheel electric vehicle according to the Patent Document 1as well, in order to increase the battery capacity, a wide space isensured for installation of the battery.

However, adoption of a large-size battery for the increase in thebattery capacity causes not only an increase in the weight of thebattery but also the need to increase the weight of the vehicle bodyframe because the rigidity of the vehicle body frame must be ensured,which results in a further increase in the weight of the vehicle body. Avicious cycle follows in this manner. Additionally, an increase in theweight of the vehicle body makes the handling of the vehicle bodydifficult, which deteriorates the convenience. Therefore, how to achievea weight reduction of the vehicle body with ensuring of a batterycapacity is a problem.

An object of the present invention is to provide a two-rear-wheelelectric vehicle that achieves a weight reduction of a vehicle body withensuring of a battery capacity.

Means for Solving the Problems

In view of the foregoing problem, the present inventors have carries outintensive studies, to find out the following.

In the two-rear-wheel electric vehicle of the Patent Document 1, theelectric power units (swing arms) are placed below the central portionof the vehicle body frame, and the battery is supported by the lowercentral portion and the upper rear portion of the vehicle body frame.

Thus, in the Patent Document 1, the electric power units and thebattery, which are heavy loads, are supported on the lower centralportion of the vehicle body frame. The lower central portion of thevehicle body frame has a high strength because it is originally intendedto receive a load of the vehicle body between a front wheel and rearwheels. Thus, the lower central portion of the vehicle body is suitablefor the support of a heavy load. On the other hand, the shock absorberunit, which is lighter than the electric power unit and the battery, isconnected to the upper rear portion of the vehicle body frame.

However, in a case where the shock absorber unit is connected to theupper rear portion of the vehicle body frame, an increased angle isformed between the direction (front-upward direction) in which an impacttransmitted from the rear wheel to the upper rear portion of the vehiclebody frame via the shock absorber unit and the direction (in arear-upward direction) in which the upper rear portion of the vehiclebody frame extends. Consequently, a strong force pushing the upper rearportion of the vehicle body frame in the upward direction is appliedwhen an impact occurs. As a result, a large bending load (a bending loadtending to bend the lower central portion of vehicle body frame into adownward convex) is applied to the vehicle body frame. Although an inputof an impact to the vehicle body frame is only temporary, a dynamicweight caused by the impact is likely to be larger than a static weightof the heavy load. Therefore, to ensure a strength of the vehicle bodyframe against the bending load, the weight of the vehicle body frame isinevitably increased.

The present inventors, focusing on a dynamic load on the vehicle bodyframe, have found out the following features.

A front support part for supporting a front end portion of a shockabsorber is provided at a bottom portion of the vehicle body frame. Thisreduces the angle formed between the direction in which an impact istransmitted from the rear wheel to the vehicle body frame via the shockabsorber and the direction in which the bottom portion of the vehiclebody frame extends. As a result, a bending load that is applied to thevehicle body frame when an impact occurs can be reduced.

Moreover, under the state where the front support part for supportingthe front end portion of the shock absorber is provided at the bottomportion of the vehicle body frame, a battery support part is provided ata rear inclined portion of the vehicle body frame, and additionally theaxis on which a rear arm swings is set at a position rearward of thefront support part and below the battery support part. As a result, ahead pipe, a front inclined portion, the bottom portion, and the reararm are successively arranged in this order from the front wheel sidetoward the rear wheel, thus forming a support structure between thefront wheel and the rear wheels. At a rear end portion of the bottomportion, the rear inclined portion branches out of the support structurebetween the front wheel and the rear wheels, to extend obliquely upwardand rearward. Under this condition, when a static weight (downward load)of the battery is applied to the battery support part that is positionedin the rear inclined portion, a downward load is applied to the bottomportion and a relatively strong reaction force traveling upward alsooccurs in the bottom portion. The reaction force traveling upward canlessen the bending load tending to bend the bottom portion of thevehicle body frame into a downward convex at a time of occurrence of animpact.

Reducing a load applied to the vehicle body frame (particularly, to thebottom portion of the vehicle body frame) in this manner can suppress anincrease in the weight of the vehicle body frame which would beotherwise necessary for ensuring a strength of the vehicle body frame.Furthermore, the static weight of the battery, which is applied to thebattery support part, can lessen the bending load tending to bend thebottom portion into a downward convex. Accordingly, an increase in thesize of the battery, which is involved in an increase in the batterycapacity, can be responded to easily.

The present invention is accomplished based on the above-describedfindings, and has the following configurations.

A two-rear-wheel electric vehicle configured to lean a vehicle bodyframe thereof when turning, the two-rear-wheel electric vehicleincluding:

a vehicle body frame;

a pair of right and left rear arms that are supported on the vehiclebody frame, the pair of right and left rear arms being swingable on aswing shaft, the pair of right and left rear arms separately supportinga pair of right and left rear wheels, respectively;

a battery for driving the pair of right and left rear wheels; and

a shock absorber for lessening an impact that the pair of right and leftrear wheels receive from a road surface, the shock absorber beingconfigured such that the impact is transmitted thereto via the pair ofright and left rear arms,

the vehicle body frame including

-   -   a head pipe,    -   a front inclined portion extending obliquely downward and        rearward from the head pipe,    -   a bottom portion extending rearward in a front-back direction of        the vehicle from a rear end portion of the front inclined        portion, the bottom portion including a front support part that        directly or indirectly supports a front end portion of the shock        absorber, and    -   a rear inclined portion extending obliquely upward and rearward        from a rear end portion of the bottom portion, the rear inclined        portion including a battery support part that supports the        battery,    -   the swing shaft being positioned rearward of the front support        part and below the battery support part.

The present invention lessens a load that is applied to the vehicle bodyframe (particularly to the bottom portion of the vehicle body frame) asdescribed above, thus suppressing an increase in the weight of thevehicle body frame, which would be otherwise necessary for ensuring astrength of the vehicle body frame. Additionally, an increase in thesize of the battery, which is involved in an increase in the batterycapacity, can be responded to easily. Accordingly, a weight reduction ofa vehicle body is achieved with ensuring of a battery capacity.

Effects of the Invention

The present invention is able to provide a two-rear-wheel electricvehicle that achieves a weight reduction of a vehicle body with ensuringof a battery capacity.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 A left side view of an electric vehicle according to anembodiment.

FIG. 2 A left side view showing an essential part of the electricvehicle according to the embodiment.

FIG. 3 A rear view of the electric vehicle according to the embodiment.

FIG. 4 Diagrams each showing a cross-section as taken along the line a-aof FIG. 2, containing: (a) illustrating a state where a rocker member isin a neutral position; and (b) illustrating a state where the rockermember is not in the neutral position.

FIG. 5 A perspective view of an essential part of the electric vehicle,as seen from the rear left side.

FIG. 6 A perspective view of the essential part of the electric vehicleas seen from the rear left side.

FIG. 7 A rear view of the electric vehicle with its vehicle body leaningto the right.

FIG. 8 Side views each showing an essential part of the electricvehicle, containing: (a) illustrating a state where the vehicle isstopped upright; and (b) illustrating a state where an impact isreceived from a road surface.

FIG. 9 A side view showing an electric vehicle according to a variationof the embodiment.

FIG. 10 A rear view of the electric vehicle according to the variationof the embodiment.

FIG. 11 Diagrams containing: (a) a horizontal cross-sectional view of anessential part of the electric vehicle according to the variation of theembodiment; (b) a vertical cross-sectional view of the essential part ofthe electric vehicle according to the variation of the embodiment; and(c) a cross-sectional view as taken along the line b-b of (b).

EMBODIMENTS FOR CARRYING OUT THE INVENTION

Hereinafter, a two-rear-wheel electric vehicle according to the presentinvention will be described with reference to the drawings.

1. Outline Configuration of Electric Vehicle

FIG. 1 is a left side view of an electric vehicle according to anembodiment. FIG. 2 is a left side view showing an essential part of theelectric vehicle according to the embodiment. FIG. 3 is a rear view ofthe electric vehicle according to the embodiment.

In the drawings, x direction is the front-back direction of a vehiclebody, y direction is the vehicle widthwise direction of the vehiclebody, and z direction is the vertical direction of the vehicle body. Thefront-back direction x, the vehicle width direction y, and the verticaldirection z of the vehicle body are perpendicular to one another. In astate where the vehicle body is upright on a horizontal road surface G,the front-back direction x and the vehicle width direction y of thevehicle body is horizontal while the vertical direction z of the vehiclebody is vertical. In FIG. 1, the left in the drawing corresponds to thefront side of an electric vehicle 1, and the right in the drawingcorresponds to the rear side of the electric vehicle 1. The terms“right” and “left” are, unless otherwise stated, used to express the“right” and “left” when viewed from the perspective of a rider riding onthe electric vehicle 1.

Referring to FIGS. 1 and 2, the electric vehicle 1 of this embodiment isa three-wheel vehicle of scooter type (an electric vehicle with onefront wheel and two rear wheels), which is an example of atwo-rear-wheel electric vehicle according to the present invention. Theelectric vehicle 1 includes a vehicle body frame 3. The vehicle bodyframe 3 includes a head pipe 5, a front inclined portion 6, a bottomportion 7, and a rear inclined portion 8. The vehicle body frame 3 is anunder-bone type which is specific to the scooter type.

The head pipe 5 is provided in a front end portion of the vehicle bodyframe 3. A front inclined portion 6 is arranged so as to extendobliquely downward and rearward from the head pipe 5. The bottom portion7 is arranged so as to extend substantially horizontally from a rear endportion of the front inclined portion 6 toward the rear. The rearinclined portion 8 is arranged so as to extend obliquely upward andrearward from a rear end portion of the bottom portion 7. A bent portion9 is formed between the bottom portion 7 and the rear inclined portion8. The front inclined portion 6, the bottom portion 7, and the rearinclined portion 8, as a whole, form a substantially U-like shape in aside view. In this embodiment, each of the front inclined portion 6, thebottom portion 7, and the rear inclined portion 8 is constituted of apair of right and left members. Thus, the front inclined portion 6, thebottom portion 7, and the rear inclined portion 8 that form asubstantially U-like shape are provided at each of the right and leftsides with respect to the width direction of the vehicle.

In this embodiment, the bottom portion 7 is arranged so as to extendsubstantially horizontally toward the rear. However, in the presentinvention, it suffices that the bottom portion 7 extends at least in thefront-back direction of the vehicle. The angle of inclination of thebottom portion 7 (in a side view of the vehicle, the angle formedbetween the bottom portion 7 and a horizontal line) is smaller than theangle of inclination of the front inclined portion 6 and the angle ofinclination of the rear inclined portion 8. The angle of inclination ofthe bottom portion 7 is smaller than the angle of inclination of thedirection in which a shock absorber 61 extends and retracts under astate where the vehicle is stopped upright (FIG. 8( b)). The bottomportion 7, which extends in the front-back direction of the vehicle, isat a position lower than the upper ends of rear wheels 35R and 35L undera state where the vehicle is stopped upright. The entire bottom portion7 is positioned frontward of the rear wheels 35R and 35L.

In this embodiment, as shown in FIG. 2, the bent portion 9 providedbetween the bottom portion 7 and the rear inclined portion 8 is angled,but the bent portion 9 may be curved.

A steering shaft 11 is rotatably received in the head pipe 5. Ahandlebar 13 is attached to an upper end portion of the steering shaft11. A front fork 15 is attached to a lower end portion of the steeringshaft 11. One front wheel 17 is rotatably supported on a lower endportion of the front fork 15.

A front cover 19 is mounted to the front inclined portion 6. A pair ofright and left pedals 21, on which the rider puts his/her feet, aresupported on the bottom portion 7. A bottom portion cover 22 is providedabove the bottom portion 7. The pedals 21 and the bottom portion cover22 correspond to a foot board of the present invention.

A support member 52 for supporting a bracket support shaft A3 is fixedto the bottom portion 7. The support member 52 is a member included inthe bottom portion 7. The bracket support shaft A3 supports a front endportion 61 a of the shock absorber 61 with interposition of a bracket51. Thus, the bottom portion 7 (support member 52) includes the bracketsupport shaft A3 (front support part) that indirectly supports the frontend portion 61 a of the shock absorber 61.

The bracket support shaft A3 is placed between a pair of right and leftbottom portions 7, and arranged to extend in the width direction of thevehicle. The bracket support shaft A3 is positioned frontward, relativeto the center of the bottom portion 7 with respect to the front-backdirection of the vehicle. As shown in FIG. 2, the bottom portion 7includes a bent portion 7 a that is bent into a downward convex. Thebracket support shaft A3 is positioned frontward, relative to the bentportion 7 a.

A support member 62 for supporting a shock absorber support shaft A4 isfixed to the bottom portion 7. The support member 62 is a memberincluded in the bottom portion 7. The shock absorber support shaft A4supports a rear end portion 61 b of the shock absorber 61. Thus, thebottom portion 7 (support member 62) includes the shock absorber supportshaft A4 (rear support part) that directly supports the rear end portion61 b of the shock absorber 61.

The shock absorber support shaft A4 is placed between the pair of rightand left bottom portions 7, and arranged to extend in the widthdirection of the vehicle. The shock absorber support shaft A4 ispositioned rearward, relative to the center of the bottom portion 7 withrespect to the front-back direction of the vehicle. The shock absorbersupport shaft A4 is positioned rearward, relative to the bent portion 7a.

The front end portion 61 a of the shock absorber 61 is supported on thebracket support shaft A3, and the rear end portion 61 b of the shockabsorber 61 is supported on the shock absorber support shaft A4. As aresult, the shock absorber 61 is positioned between the pair of rightand left bottom portions 7, and extend in the front-back direction ofthe vehicle.

The bottom portion 7 includes no part for supporting a battery 25.

A seat 23 on which the rider is seated is attached to the upper side ofthe rear inclined portion 8. More specifically, the seat 23 is supportedon a pair of right and left rear inclined portions 8.

The rear inclined portion 8 includes a battery support part 27. Thebattery support part 27 is a part for supporting the battery 25 in thevehicle body frame 3 (a part that receives a load of the battery 25).The battery 25 is able to store electricity. A battery support bracket26 is placed in the battery support part 27. The battery support part 27supports the battery 25 with interposition of the battery supportbracket 26. The battery 25 is a battery for driving the rear wheels 35Rand 35L.

The battery support bracket 26 having a bottomed tubular shape ispositioned between the pair of right and left rear inclined portions 8.The battery 25 is placed on the battery support bracket 26 in adetachable manner. As a result, the battery 25 is arranged between thepair of right and left rear inclined portions 8. The battery 25 ispositioned below the seat 23. Devices including a controller, a wireharness that extends out of the controller, a coupler, and the like, areplaced in the battery support bracket 26, though not shown. Thecontroller is configured to electronically control the battery 25. Thecoupler connects the wire harness to a wire harness that extends out ofeach unit of the electric vehicle 1. These devices are, for example,placed below the battery support bracket 26. When the battery 25 isplaced on the battery support bracket 26, the battery 25 is electricallyconnected to the controller.

In this embodiment, the battery support bracket 26 is fixed only to thebattery support part 27 of the rear inclined portion 8. Placing thebattery 25 on the battery support bracket 26 causes the load of thebattery 25 to be applied to the battery support part 27 of the rearinclined portion 8.

The rear inclined portion 8 includes no part for supporting the shockabsorber 61. Any member for transmitting an impact applied to the rearwheels 35R and 35L from each of rear arms 31L and 31R to thecorresponding rear inclined portion 8 is not placed between the rearinclined portion 8 and each of the rear arms 31L and 31R. That is, anend of the rear inclined portion 8 at the side close to the bottomportion 7 is a fixed end, and an end of the rear inclined portion 8 atthe side close to the rear end (rearward, relative to the batterysupport part 27) is a free end extending rearward.

In this condition, when a static load of the battery 25 is applied tothe battery support part 27, a relatively strong reaction forcetraveling upward occurs. This can lessen a bending load tending to bendthe bottom portion 7 into a downward convex.

As clearly shown in FIG. 1, the electric vehicle 1 is a scooter-typevehicle in which a space S is provided above the bottom portion cover 22and between the handlebar 13 and the seat 23. The space S enables therider to ride on and get off the electric vehicle 1 without stridingover the vehicle body. The rider may be seated on the seat 23 withhis/her legs kept close together within the space S, or the rider mayrun the vehicle with his/her legs put in the space S.

In the description herein, an assembly including the vehicle body frame3, the front cover 19 fixed integrally with the vehicle body frame 3,and the like, may be referred to as “vehicle body” as appropriate.

2. Configuration Concerning Rear Wheel

2.1. Outline Configuration

Referring to FIGS. 1 and 2, the vehicle body frame 3 supports the rightrear arm 31R, the left rear arm 31L, a lever 41, the bracket 51, and theshock absorber 61. The right/left rear arms 31R/31L, the lever 41, andthe bracket 51 are arranged in this order from the rear toward thefront. The lever 41 rotatably holds a rocker member 43. Rotation of therocker member 43 causes the right/left rear arms 31R/31L to swing inopposite directions. When the right/left rear arms 31R/31L receive animpact, the rocker member 43, the lever 41, and the bracket 51 cooperatewith one another to extend and retract the shock absorber 61.

In the following, these elements (31R, 31L, 41, 43, 51, 61) will bedescribed in detail. Hereinafter, they will be referred to simply as“rear arm 31” when no distinction is required between the right rear arm31R and the left rear arm 31L.

2.2 Configuration Concerning Rear Arm 31

Referring to FIGS. 1 and 2, each of the right rear arm 31R and the leftrear arm 31L is supported on the vehicle body frame 3 such that it isswingable on a swing shaft A1. The swing shaft A1 is in parallel withthe vehicle width direction y. The swing shaft A1 is positionedrearward, relative to the bent portion 9 that is provided between thebottom portion 7 and the rear inclined portion 8. The swing shaft A1 isarranged below the bottom portion 7. The swing shaft A1 is arranged at aposition rearward of the bracket support shaft A3 (front support part)and below the battery support part 27. More specifically, as shown inFIG. 2, a support member 32 attached to the rear end of the bottomportion 7 supports the right rear arm 31R and the left rear arm 31L. Thesupport member 32 constitutes the vehicle body frame 3, and the swingshaft A1 is placed in the vehicle body frame 3. The support member 32constitutes the bottom portion 7, and the swing shaft A1 is placed inthe bottom portion 7. Each of the right rear arm 31R and the left reararm 31L is arranged so as to extend rearward from the swing shaft A1.

As shown in FIGS. 2 and 3, an electric motor 33R is built in a rear endportion of the right rear arm 31R. The electric motor 33R iselectrically connected to the battery 25, and receives a power supplyfrom the battery 25. The electric motor 33R is coupled to the right rearwheel 35R, and configured to rotationally drive the right rear wheel35R. Likewise, an electric motor 33L is provided in a rear end portionof the left rear arm 31L. The electric motor 33L is coupled to the leftrear wheel 35L, and configured to rotationally drive the left rear wheel35L.

In this embodiment, the electric motors 33R and 33L are in-wheel motorsof direct drive type. The direct drive means a mechanism in which awheel (hub) rotates together with a rotor of an electric motor. No speedreducer (or no speed increaser) is interposed between the wheel and therotor of the electric motor. The in-wheel motor is configured such thata rotor and a stator are placed inside a hub with respect to the radialdirection of a wheel.

A right stay 37R and a left stay 37L, which protrude downward, areprovided to lower surfaces of the right rear arm 31R and the left reararm 31L, respectively.

When the right rear arm 31R swings on the swing shaft A1, the right rearwheel 35R moves in the vertical direction z relative to the vehiclebody. That is, the right rear arm 31R supports the right rear wheel 35Rsuch that the right rear wheel 35R is vertically movable. Likewise, theleft rear arm 31L supports the left rear wheel 35L such that the leftrear wheel 35L is vertically movable.

As the electric motors 33R/33L rotationally drive the right rear wheel35R and the left rear wheel 35L, respectively, the electric vehicle 1advances.

2.3 Configuration Concerning Lever 41 and Rocker Member 43

As shown in FIGS. 1 and 2, the lever 41 is supported on the vehicle bodyframe 3 such that the lever 41 is swingable on a lever support shaft A2.The lever support shaft A2 is in parallel with the vehicle widthdirection y, and arranged frontward, relative to the swing shaft A1. Thelever support shaft A2 is arranged at a position rearward of the bentportion 9 and below the bottom portion 7. The lever support shaft A2 isplaced in the vehicle body frame 3. The lever support shaft A2 is placedin the bottom portion 7.

The lever 41, which has a substantially C-like shape in a side view, isarranged such that the lever 41 is suspended on the lever support shaftA2. More specifically, as shown in FIG. 2, the lever 41 is supported ona support member 42 that is attached to the rear end of the bottomportion 7.

The lever 41 supports the rocker member 43 such that the rocker member43 is rotatable on a rotation axis B. The rotation axis B passes throughthe center of the rocker member 43, and extends in a direction crossingthe vehicle width direction y (for example, in a direction substantiallyperpendicular to the vehicle width direction y).

In FIG. 4 which shows cross-sectional views as taken along the line a-aof FIG. 2; (a) illustrates a state where the rocker member 43 is in aneutral position, and (b) illustrates a state where the rocker member 43is not in the neutral position. The cross-sections shown in FIG. 4 areon a plane perpendicular to the rotation axis B.

As shown in FIG. 4, the rocker member 43 has a shape extending from therotation axis B to the opposite sides with respect to the vehicle widthdirection y. A front end portion of a right rod 45R is coupled to aright end portion 43R of the rocker member 43. This allows the rockermember 43 and the right rod 45R to cooperate. A front end portion of aleft rod 45L is coupled to a left end portion 43L of the rocker member43. This allows the rocker member 43 and the left rod 45L to cooperate.

A rear end portion of the right rod 45R is coupled to a lower endportion of the right stay 37R. This allows the right rod 45R and theright stay 37R to cooperate. A rear end portion of the left rod 45L iscoupled to a lower end portion of the left stay 37L. This allows theleft rod 45L and the left stay 37L to cooperate (see FIG. 2, too). Thus,the right end portion 43R and the left end portion 43L of the rockermember 43 are cooperatively coupled to the right rear arm 31R and theleft rear arm 31L, respectively, by the two rods 45R and 45L that extendin the front-back direction x.

As shown in FIG. 2, each of the right rod 45R and the left rod 45L isinclined so that its front end portion is above its rear end portion.Accordingly, the rotation axis B is inclined obliquely upward andrearward. It is preferable that the rotation axis B is substantiallyperpendicular to the right/left rods 45R/45L in a side view.

As shown in FIG. 4( a), when the rocker member 43 is in the neutralposition, the right end portion 43R and the left end portion 43L arealigned side by side in the vehicle width direction y. In a side view,the right rod 45R and the left rod 45L are located at the same position.In this situation, the right rear arm 31R and the left rear arm 31Lswing on the swing shaft A1 by the same amount, and the heights of theright rear wheel 35R and the left rear wheel 35L are at the same levelrelative to the vehicle body. The vehicle body stands upright.

As the rocker member 43 rotates on the B axis in one direction as shownin FIG. 4( b), the right rod 45R moves substantially frontward while theleft rod 45L moves rearward. In this situation, the lower end portion ofthe right stay 37R moves substantially frontward, so that the right reararm 31R swings downward, thus causing the right rear wheel 35R to movesubstantially downward. On the other hand, the lower end portion of theleft stay 37L moves substantially rearward, so that the left rear arm31L swings upward, thus causing the left rear wheel 35L to movesubstantially upward.

The rocker member 43 is allowed to move substantially in the front-backdirection x along with swinging of the lever 41 on the lever supportshaft A2. In the description herein, “movement of the rocker member 43”means movement of the rocker member 43 involving swinging of the lever41, and “rotation of the rocker member 43” means rotation of the rockermember 43 on the rotation axis B.

A rear end portion of a rod 53 is also cooperatively coupled to thelever 41. The rod 53 includes a right rod 53R and a left rod 53L. Asshown in FIG. 2, the left rod 53L is cooperatively coupled to the leftof a lower end portion of the lever 41. The right rod 53R iscooperatively coupled to the right of the lower end portion of the lever41, though not shown. The position at which the lever 41 supports therod 53 is lower than the position at which the lever 41 supports therocker member 43. As the lever 41 swings on the lever support shaft A2,the rod 53 moves substantially in the front-back direction x. The amountof movement of the rod 53 is larger than the amount of movement of therocker member 43 under the condition that the amount of swinging of thelever 41 is the same.

The rod 53 corresponds to the first rod of the present invention. Theright rod 45R and the left rod 45L correspond to the right second rodand the left second rod of the present invention, respectively.

2.3. Configuration Concerning Bracket 51

As shown in FIGS. 1 and 2, the bracket 51 is supported on the vehiclebody frame 3 such that the bracket 51 is swingable on the bracketsupport shaft A3. The bracket support shaft A3 is in parallel with thevehicle width direction y, and arranged frontward, relative to the leversupport shaft A2. The bracket support shaft A3 is positioned below theupper end of a front end portion of the bottom portion 7. The front endportion of the bottom portion 7 is inclined so that it extends upwardfrom the bent portion 7 a. Therefore, the height position of the bracketsupport shaft A3 is higher than the height positions of the swing shaftA1, the lever support shaft A2, and a shock absorber support shaft A4which are mentioned above. The bracket support shaft A3 is alsopositioned below the upper end of the front end portion of the bottomportion 7.

The bracket 51, which has a substantially L-like shape in a side view,includes an upper portion 51A, a bent portion 51B, and a lower endportion 51C. The bracket 51 is arranged such that it is suspended on thebracket support shaft A3. More specifically, as shown in FIG. 2, thebracket 51 is supported on the support member 52 that is attached to thebottom portion 7.

The bracket 51 is supported in such a manner that the bent portion 51Bextends obliquely downward and frontward from the bracket support shaftA3 while the lower end portion 51C extends obliquely downward andrearward from the bent portion 51B. As the bracket 51 swings on thebracket support shaft A3, the bent portion 51B and the lower end portion51C move substantially in the front-back direction x.

The front end portion of the above-mentioned rod 53 is cooperativelycoupled to the bent portion 51B of the bracket 51. Thus, the right rod53R is supported on the right of the bent portion 51B of the bracket 51,and the left rod 53L is supported on the left of the bent portion 51B ofthe bracket 51. As the bracket 51 swings on the bracket support shaftA3, the rod 53 moves substantially in the front-back direction x.

As shown in FIG. 2, the rod 53 is inclined so that its front end portionis above its rear end portion. Here, the position at which the rod 53 issupported on the bracket 51 will be called “support point C1”. Thesupport point C1 is located below and frontward of the bracket supportshaft A3. Accordingly, a tangent L2 at the support point C1 of animaginary circle L1, which is a circle described by the support point C1centered at the bracket support shaft A3, is inclined downward andrearward. That is, the direction in which the rod 53 is inclined and thedirection in which the tangent L2 at the support point C1 extends arerelatively close to each other. Therefore, movement of the rod 53 caneffectively cause the bracket 51 to swing.

2.4. Configuration Concerning Shock Absorber 61

The shock absorber 61 is arranged so as to extend substantially in thefront-back direction x. The rear end portion 61 b of the shock absorber61 is, at the shock absorber support shaft A4, cooperatively coupled tothe vehicle body frame 3. The shock absorber support shaft A4 is inparallel with the vehicle width direction y, and positioned frontward ofthe lever support shaft A2 and rearward of the bracket support shaft A3.The shock absorber support shaft A4 is arranged at a position below thebottom portion 7 and frontward of the bent portion 9 of the vehicle bodyframe 3. More specifically, as shown in FIG. 2, the shock absorber 61 issupported on the support member 62 that is attached to the bottomportion 7.

The front end portion 61 a of the shock absorber 61 is supported on thelower end portion 51C of the bracket 51. As the bracket 51 swings on thebracket support shaft A3, the shock absorber 61 extends and retracts.

The shock absorber 61 is inclined so that its front end portion is belowits rear end portion. The shock absorber 61 is arranged between theright rod 53R and the left rod 53L. Here, the position at which theshock absorber 61 is supported on the bracket 51 will be called “supportpoint C2”. The above-mentioned support point C1 is positioned betweenthe support point C2 and the bracket support shaft A3 in a side view. Inother words, in a side view, the bracket support shaft A3 is positionedabove the support point C1 while the support point C2 is positionedbelow the support point C1. As a result, the shock absorber 61 and therod 53 cross each other in a side view. The amount of stroke of theshock absorber 61 is larger than the amount of movement of the rod 53under the condition that the amount of swinging of the bracket 51 is thesame.

Preferably, the location of the support point C2 is selected based onthe positional relationship with the direction in which the shockabsorber 61 extends and retracts. To be specific, it is preferable thatthe support point C2 is located such that the direction of a tangent atthe support point C2 of an imaginary circle that is described by thesupport point C2 centered at the bracket support shaft A3 is close tothe direction in which the shock absorber 61 retracts. Alternatively, itis preferable that the support point C2 is located such that animaginary line connecting the support point C1 to the support point C2is perpendicular to the direction in which the shock absorber 61retracts. In these configurations, swinging of the bracket 51 caneffectively cause the shock absorber 61 to extend and retract.

The pedals 21 are arranged at the lateral sides, with respect to thevehicle width direction y, of the position at which the shock absorber61 and the rod 53 cross each other. In other words, in a side view, thepedals 21 overlap the position at which the shock absorber 61 and therod 53 cross each other.

3. Operation of Leaning of Vehicle Body

Next, a brief description will be given to an exemplary operation inwhich the vehicle body of the electric vehicle 1 according to theembodiment leans.

Reference is made to FIGS. 5 to 7. FIGS. 5 and 6 show perspective viewsof an essential part of the electric vehicle 1 as seen from the rearleft side thereof. In a state shown in FIG. 5, the vehicle body isupright. In a state shown in FIG. 6, the vehicle body is leaning to theright. In FIGS. 5 and 6, the right/left rear arms 31R/31L and theright/left rods 45R/45L are illustrated schematically. FIG. 7 is a rearview of the electric vehicle 1, which corresponds to the state shown inFIG. 6. In a state shown in FIG. 7, the vehicle body is leaning to theright. FIG. 2 is a side view of the electric vehicle 1, whichcorresponds to the state shown in FIG. 5.

When the vehicle body is upright as shown in FIGS. 2 and 5 for example,the right rear wheel 35R and the left rear wheel 35L are at the sameheight position relative to the vehicle body. In this state, the rockermember 43 is in the neutral position. In FIGS. 5 and 6, an axle A5R ofthe right rear wheel 35R and an axle A5L of the left rear wheel 35L areshown.

As the vehicle body leans to the right, the right rear wheel 35R movesupward relative to the vehicle body, as shown in FIGS. 6 and 7. Theright rear arm 31R swings upward on the swing shaft A1. The right rod45R moves substantially rearward. The rocker member 43 rotates on therotation axis B. The left rod 45L moves frontward. It is assumed that,at this time, the rocker member 43 does not move and the position of therotation axis B is not changed. The left rear arm 31L swings downward onthe swing shaft A1. The left rear wheel 35L moves downward relative tothe vehicle body. The amount of downward movement of the left rear wheel35L is substantially equivalent to the amount of upward movement of theright rear wheel 35R. Therefore, both the right rear wheel 35R and theleft rear wheel 35L are in contact with the road surface G.

When the vehicle body leans to the left, the members (31R, 31L, 35R,35L, 43, 45R, 45L) moves, swings, or rotates in the directions reverseto the above-mentioned directions.

4. Operation of Shock Absorber 61 Absorbing Impact Received from RoadSurface G

Upon reception of an impact from the road surface G, the right rearwheel 35R and/or the left rear wheel 35L moves up and down quickly.Normally, an impact causing the right rear wheel 35R and/or the leftrear wheel 35L to move substantially upward is greater than an impactcausing them to move substantially downward.

The rocker member 43 can move not only when both the right rear wheel35R and the left rear wheel 35L move up and down but also when only oneof the right rear wheel 35R and the left rear wheel 35L moves up anddown. For example, when only the right rear wheel 35R moves up and downquickly, the rotation of the left end portion 43L of the rocker member43 cannot follow the rotation of the right end portion 43R of the rockermember 43, which creates a situation as if the rocker member 43 rotateson the left end portion 43L, resulting in displacement of the rockermember 43 itself. That is, the rocker member 43 moves, and the lever 41swings accordingly.

Hereinafter, a situation where both the right rear wheel 35R and theleft rear wheel 35L move upward upon reception of an impact from theroad surface G will be described as an example case. In the following,the rear wheels 35R and 35L operate in the same manner, and thereforethey will be referred to simply as “rear wheel 35”. For the same reason,the right rear arm 31R and the left rear arm 31L will be referred tosimply as “rear arm 31”, and the right rod 45R and the left rod 45L willbe referred to simply as “rod 45”.

FIG. 8 shows side views of an essential part of the electric vehicle 1,containing: (a) illustrating a state where the vehicle is stoppedupright (that is, a state where no impact is received from the roadsurface G); and (b) illustrating a state where an impact is receivedfrom the road surface G. A normal running condition is similar to thestate shown in FIG. 8( a).

In the state shown in FIG. 8( a), the angle α formed between thedirection in which the shock absorber 61 extends and retracts and thedirection in which the bottom portion 7 extends at the position of theshock absorber support shaft A4 is 45° or less. In a case where the rearwheel 35 receives an upward impact when the vehicle is running with thevehicle body upright as shown in FIG. 8( a), the rear arm 31 swingsupward as shown in FIG. 8( b). Along with this, the rod 45 movessubstantially rearward, and the rocker member 43 moves substantiallyrearward. The movement of the rocker member 43 involves swinging of thelever 41, so that the rod 53 moves substantially rearward. At this time,the amount of movement of the rod 53 is larger than the amount ofmovement of the rocker member 43. Along with the movement of the rod 53,the bracket 51 swings. To be more specific, the rod 53 moves rearwardand downward of the vehicle, and along with this movement, the bracket51 rotates on the bracket support shaft A3 rearward and downward of thevehicle (see FIG. 8( b)). At this time, a load traveling downward of thevehicle is applied to the bracket support shaft A3 (front support part)of the vehicle body frame 3. In this manner, the shock absorber 61 isplaced such that a load traveling downward of the vehicle is applied tothe bracket support shaft A3 when the rear wheels 35 (35R and 35L)receive an impact from the road surface G.

The bracket 51 moving rearward and downward of the vehicle causes theshock absorber 61 to retract. At this time, the amount of retraction ofthe shock absorber 61 is larger than the amount of movement of the rod53. The retraction of the shock absorber 61 absorbs an impact, tosuppress transmission of the impact to the vehicle body. On the otherhand, a load traveling upward of the vehicle is applied to the shockabsorber support shaft A4 (rear support part) of the vehicle body frame3. In this manner, the shock absorber 61 is placed such that a loadtraveling upward of the vehicle is applied to the shock absorber supportshaft A4 when the rear wheels 35 (35R and 35L) receive an impact fromthe road surface G.

As thus far described, in the electric vehicle 1 according to theembodiment, the rear arms 31 (31R and 31L) are coupled to the shockabsorber 61 via the members (41, 43, 45R, 45L, 51, 53) in such a mannerthat the rear arms 31 (31R and 31L) are cooperative with the shockabsorber 61. This enables an impact received from the road surface G tobe properly transmitted from the rear arms 31 (31R and 31L) to the shockabsorber 61. As a result, the shock absorber 61 is able to absorb animpact, thus properly suppressing transmission of the impact to thevehicle body. This can improve the comfort of riding the electricvehicle 1.

In particular, the lever 41, the rod 53, and the bracket 51 are providedbetween the rocker member 43 and the shock absorber 61. Therefore, theshock absorber 61 can be properly extended and retracted in response toswinging of the rear arms 31 (31R and 31L).

The support point C1 is positioned between the bracket support shaft A3and the support point C2, and this enables the amount of stroke of theshock absorber 61 to be larger than the amount of movement of the rod53. Likewise, the lever 41 supports the rear end portion of the rod 53at a position lower than the rocker member 43, and this enables theamount of movement of the rod 53 to be larger than the amount ofmovement of the rocker member 43. Accordingly, the amount of stroke ofthe shock absorber 61 corresponding to swinging of the rear arms 31 (31Rand 31L) can be ensured more sufficiently.

In a case where the rear wheels 35 (35R and 35L) move substantiallyupward relative to the vehicle body upon reception of an impact from theroad surface G, the shock absorber 61 causes retraction instead ofextension. That is, in the shock absorber 61, no cavitation occurs inits operating range where a spring in the rebound side, which comesafter the absorption side in which an impact is absorbed, does not work.Therefore, a damping force can be obtained properly. Additionally, theshock absorber 61 itself can be downsized and simplified.

The bracket 51 supports the rod 53 at the support point C1 that ispositioned frontward and obliquely downward of the bracket support shaftA3. The rod 53 is arranged inclined upward and frontward in a side view.This enables the bracket 51 to swing effectively in response to movementof the rod 53.

Moreover, the bracket 51 supports the shock absorber 61 at the supportpoint C2 that is positioned rearward and obliquely downward of thesupport point C1. The shock absorber 61 is arranged inclined downwardand frontward in a side view. This enables the shock absorber 61 toextend and retract effectively in response to swinging of the bracket51.

The bracket 51 has a substantially L-like shape in a side view.Therefore, the above-described support points C1 and C2 can be set onthe bracket 51 with a compact configuration.

Based on the positional relationship among the shafts A1, A2, A3, andA4, the right/left rear arms 31R/31L, the lever 41, and the bracket 51are arranged in this order from the rear toward the front, and the shockabsorber 61 is positioned between the lever 41 and the bracket 51. Thefront end portion of the rod 53 is supported on the bracket 51 at thesupport point C1 that is positioned between the bracket support shaft A3and the support point C2. Thus, the shock absorber 61 and the rod 53cross each other in a side view. Such arrangement requires merely acompact space for installation of the members (41, 43, 51, 53, 61).Particularly, the height of the installation space can be suppressedeffectively.

Since the installation space is compact, the bottom portion cover 22 canbe placed at a lower position. As a result, the space S between thehandlebar 13 and the seat 23 can be ensured wide. More specifically, thespace S can be formed so as to contain an area whose height positionfrom the road surface G is lower in a side view, as shown in FIG. 1.This allows the rider to easily ride on and get off the electric vehicle1.

In a side view, the lever 41, the rocker member 43, the bracket 51, andthe shock absorber 61, which are arranged substantially horizontally,are positioned frontward, relative to the right/left rear arms 31R/31L.The right/left rear arms 31R/31L have only the right/left rods 45R/45Lcooperatively coupled thereto with interposition of the right/left stays37R/37L that protrude downward from the lower surfaces of the right/leftrear arms 31R/31L, respectively. Thus, there are few members around theright/left rear arms 31R/31L and around the right/left rear wheels 35Rand 35L. Therefore, a space can be formed between the right rear arm 31Rand the left rear arm 31L, and between the right rear wheel 35R and theleft rear wheel 35L. This can make a rear part of the electric vehicle 1compact, or look compact. Additionally, effective use of a spaceexisting in the rear part of the electric vehicle 1 can be made.

The rod 53 is arranged inclined upward and frontward in a side view,while the shock absorber 61 is arranged inclined downward and frontwardin a side view. As a result, the height of a space for installation ofthe rod 53 and the shock absorber 61 can be suppressed effectively.

The bracket support shaft A3 is arranged at a position higher than theshock absorber support shaft A4. Accordingly, increasing the size of thebracket 51 is easy. As a result, swinging of the bracket 51 caneffectively cause the shock absorber 61 to extend and retract.

The lever support shaft A2 and the shock absorber support shaft A4 arearranged adjacent to the bent portion 9 provided between the bottomportion 7 and the rear inclined portion 8. Thus, only a narrowed regionin the vehicle body frame 3 must have a high rigidity. Particularly, thelever support shaft A2 is arranged rearward, relative to the bentportion 9 while the shock absorber support shaft A4 is arrangedfrontward, relative to the bent portion 9. This can properly avoidconcentration of a stress to one location.

The shafts A1, A2, A3, and A4 are arranged below the upper end of thebottom portion 7. This allows the members (45R, 45L, 43, 41, 51, 53, 61)to be properly arranged below the upper end of the bottom portion 7.

The pedals 21 are arranged at the lateral sides, with respect to thevehicle width direction y, of the position at which the shock absorber61 and the rod 53 cross each other. This can properly suppress anyincrease in the height position of the pedals 21. As a result, adeterioration in the comfort of riding the electric vehicle 1 can besuppressed properly.

Normally, the bottom portion 7 of the vehicle body frame 3 receives aload of the vehicle body at a location between the front wheel 17 andthe rear wheels 35R/35L. Therefore, a bending load tending to bend thebottom portion 7 into a downward convex occurs in the bottom portion 7.This bending load is enhanced when an impact from the road surface G isapplied to the front wheel 17 and/or the rear wheels 35R/35L. In thisembodiment, however, the bottom portion 7 of the vehicle body frame 3includes the bracket support shaft A3 (front support part) thatindirectly supports the front end portion 61 a of the shock absorber 61,and the swing shaft A1 is positioned rearward, relative to the bracketsupport shaft A3. The bottom portion 7 extends rearward in thefront-back direction from the rear end portion of the front inclinedportion 6. This reduces the angle formed between the direction in whicha force is inputted to the bracket support shaft A3 at a time ofoccurrence of an impact and the direction in which the bottom portion 7extends in the front-back direction of the vehicle. As a result, theforce inputted to the bracket support shaft A3 in the vehicle verticaldirection at a time of occurrence of an impact can be reduced. This canlessen a bending load caused in the bottom portion 7 at a time ofoccurrence of an impact.

The rear inclined portion 8 of the vehicle body frame 3 includes thebattery support part 27, and the swing shaft A1 is positioned below thebattery support part 27. This configuration makes it less likely that abending load tending to bend the bottom portion 7 into a downward convexis applied to the bottom portion 7 due to the weight of the battery 25.Furthermore, due to the static weight of the battery 25, a reactionforce traveling upward is applied to the bottom portion 7 of the vehiclebody frame 3. This can lessen a bending load caused in the bottomportion 7.

Lessening a load applied to the vehicle body frame 3 (particularly tothe bottom portion 7) can suppress an increase in the weight of thevehicle body frame 3 which would be otherwise necessary for ensuring astrength of the vehicle body frame 3. Moreover, the static weight of thebattery 25, which is applied to the battery support part 27, can lessena bending load tending to bend the bottom portion 7 into a downwardconvex. Therefore, an increase in the size of the battery, which isinvolved in an increase in the battery capacity, can be responded toeasily. As a result, a weight reduction of a vehicle body is achievedwith ensuring of a battery capacity.

In this embodiment, the bottom portion 7 includes, at a positionrearward of the bracket support shaft A3, the shock absorber supportshaft A4 that supports the rear end portion 61 b of the shock absorber61.

Therefore, both the front end portion 61 a and the rear end portion 61 bof the shock absorber 61 are supported on the bottom portion 7. This canfurther reduce the angle formed between the direction in which a load isapplied to the bottom portion 7 at a time of extension and retraction ofthe shock absorber 61 and the direction in which the bottom portion 7extends in the front-back direction of the vehicle. This makes it stillless likely that a bending load tending to bend the bottom portion 7into a downward convex is applied to the bottom portion 7.

In this embodiment, the shock absorber 61 is placed such that a forcetending to distance the bracket support shaft A3 and the shock absorbersupport shaft A4 from each other in the front-back direction of thevehicle is applied to the bracket support shaft A3 and the shockabsorber support shaft A4 when the rear wheels 35R and 35L receive anupward impact from the road surface G.

The force tending to distance the bracket support shaft A3 and the shockabsorber support shaft A4 from each other in the front-back direction ofthe vehicle can (partially) cancel the bending load tending to bend thebottom portion 7 into a downward convex. Therefore, the bending loadtending to bend the bottom portion 7 into a downward convex can bereduced.

In this embodiment, the angle formed between the direction in which theshock absorber 61 extends and retracts under the state where the vehicleis stopped upright and the direction in which the bottom portion 7extends at the position of the shock absorber support shaft A4 is 45° orless. This makes it still less likely that a bending load tending tobend the bottom portion 7 into a downward convex is applied to thebottom portion 7.

In this embodiment, the bottom portion 7 includes, in addition to thebracket support shaft A3 and the shock absorber support shaft A4, alever support shaft A2 (transmission member support part) that supportsthe lever 41 for transmitting an impact that the rear wheels 35R and 35Lreceive from the road surface G to the shock absorber 61 through therear arms 31R and 31L.

This can disperse an impact to be applied to the bottom portion 7, thussuppressing application of a high load locally to the bottom portion 7.Accordingly, an increase in the weight of the vehicle body frame 3 canbe suppressed, which would be otherwise necessary for ensuring astrength of the vehicle body frame 3. The number of transmission membersupport parts may not always be one, and two or more transmission membersupport parts may be provided.

In this embodiment, the rear inclined portion 8 does not include anypart for supporting the shock absorber 61. The bottom portion 7 does notinclude any part for supporting the battery 25.

Since the rear inclined portion 8 does not include any part forsupporting the shock absorber 61, the rear end of the rear inclinedportion 8 is a free end. In this condition, the weight of the battery 25is applied to the rear inclined portion 8 of the vehicle body frame 3.As a result, a relatively large reaction force traveling upward iscaused in the bottom portion 7. This can lessen the bending load tendingto bend the bottom portion 7 of the vehicle body frame 3 into a downwardconvex.

The bottom portion 7, which extends in the front-back direction of thevehicle, is at a height position lower than the height position wherethe upper ends of the rear wheels 35R and 35L are located when thevehicle is stopped upright (see FIG. 8( a)).

Thus, the difference in the height between the bottom portion 7 and therear arm 31 is small. This can further reduce the angle formed betweenthe direction in which a load is applied to the bottom portion 7 at atime of extension and retraction of the shock absorber 61 and thedirection in which the bottom portion 7 extends in the front-backdirection of the vehicle. This makes it still less likely that a bendingload tending to bend the bottom portion 7 into a downward convex isapplied to the bottom portion 7.

The bottom portion 7 comprises a pair of right and left bottom portions7. The shock absorber 61 is arranged between the pair of right and leftbottom portions 7. Use of a space between the pair of right and leftbottom portions 7 to place the shock absorber 61 therein achievesdownsizing of the vehicle.

The rear inclined portion 8 comprises a pair of right and left rearinclined portions 8. The rear inclined portion 8 supports the seat 23.The battery 25 is arranged between the pair of right and left rearinclined portions 8. Use of a space between the pair of right and leftrear inclined portions 8 to place the battery 25 therein achievesdownsizing of the vehicle.

The electric vehicle 1 includes the electric motors 33R and 33L that aresupported on the pair of right and left rear arms 31R and 31L,respectively. The electric motors 33R and 33L drive the rear wheels 35Rand 35L, respectively. Since the need to provide a power transmissionmechanism between the vehicle body frame 3 and the rear arms 31R/31L iseliminated, a reduction in the weight of the vehicle body is achieved.

The rear inclined portion 8 supports the seat 23. The shock absorber 61and the electric motors 33R/33L are arranged at the opposite sides ofthe swing shaft A1 with respect to the front-back direction of thevehicle. The height positions of the shock absorber 61 and the electricmotors 33R/33L are lower than the height position where the upper endsof the rear wheels 35R and 35L are located when the vehicle is stoppedupright. The battery 25 is placed below the seat 23 and above the shockabsorber 61 and the electric motors 33R/33L.

The battery 25 arranged at a higher position is less likely to receivean impact from the road surface G, and less likely to be kept immersedin water for a long time. Additionally, among the shock absorber 61, theelectric motors 33R/33L, and the battery 25 which are heavy loads, theshock absorber 61 and the electric motors 33R/33L are arranged at alower position. This can lower the center of gravity of the electricvehicle 1. Moreover, since the shock absorber 61 and the electric motors33R/33L are arranged at a position lower than the upper ends of the rearwheels 35R and 35L, a wide space is ensured between the height positionof the seat 23 and the height position of the shock absorber 61 and theelectric motors 33R/33L. The battery 25 is placed in the ensured space.This allows an increase in the battery capacity, and an improvement inthe degree of freedom in the position where the battery 25 is placed.

The electric motors 33L and 33R are in-wheel motors of direct drivetype. Since the need to provide a power transmission mechanism iseliminated, a reduction in the weight of the vehicle body is achieved.

Providing the lever 41, the bracket 51, and the rod 53 enablessimultaneous achievement of both ensuring an appropriate amount ofstroke of the shock absorber 61 and requiring only a compact space forinstallation of the lever 41, the bracket 51, the rod 53, and the shockabsorber 61. This can more effectively prevent an impact received fromthe road surface G to be transmitted to the vehicle body, without a needto raise the height positions of the bottom portion cover 22 and thepedals 21 (in other words, without a need to raise the position of thespace S formed between the handlebar 13 and the seat 23). Accordingly,the comfort of riding the electric vehicle 1 during running is improvedwhile comfort properties including easiness of riding on and gettingoff, an appropriate riding posture, and the like, are retained.

In the present invention, it is preferable that: the right second rodand the left second rod are provided, the right second rod having itsfront end portion supported on the rocker member and its rear endportion supported on the right rear arm, the left second rod having itsfront end portion supported on the rocker member and its rear endportion supported on the left rear arm; and when the right rear wheelmoves upward, the right second rod moves substantially rearward, andwhen the left rear wheel moves upward, the left second rod movessubstantially rearward.

In this configuration, for example, as both the right rear wheel and theleft rear wheel move upward, the rocker member moves rearward. Rearwardmovement of the rocker member causes the first rod to move rearward, sothat the shock absorber retracts. As both the right rear wheel and theleft rear wheel move downward, the first rod moves frontward, so thatthe shock absorber extends. As for an impact received from a roadsurface, an impact causing the right rear wheel and/or the left rearwheel to move upward is larger than an impact causing them to movedownward. That is, the above-mentioned configuration enables arelatively large impact to be absorbed by retraction of the shockabsorber. Thus, in the shock absorber, no cavitation occurs in itsoperating range where a spring in the rebound side, which comes afterthe absorption side in which an impact is absorbed, does not work.Therefore, a damping force can be obtained properly. Additionally, anincrease in size and complication of the shock absorber can be preventedproperly.

In the present invention, it is preferable that: in a case where animpact that at least one of the right rear wheel and the left rear wheelreceives from the road surface is substantially upward, the rockermember, the lever, the first rod, and the bracket cooperate with oneanother to cause the shock absorber to retract. This enables arelatively large impact to be absorbed by retraction of the shockabsorber. Thus, in the shock absorber, no cavitation occurs in itsoperating range where a spring in the rebound side, which comes afterthe absorption side in which an impact is absorbed, does not work.Therefore, a damping force can be obtained properly. Additionally, anincrease in size and complication of the shock absorber can be preventedproperly.

In the present invention, it is preferable that: the shock absorber isarranged inclined such that its front end portion is below its rear endportion; and the first rod is arranged inclined such that its front endportion is above its rear end portion. This configuration allows theshock absorber and the first rod to cross each other properly.Additionally, an increase in the height of a space for installation ofthe shock absorber and the first rod can be suppressed effectively.

In the present invention, it is preferable that: the position at whichthe front end portion of the first rod is supported on the bracket islocated below and frontward of the bracket support shaft; and theposition at which the front end portion of the shock absorber issupported on the bracket is located rearward and obliquely downward ofthe position at which the front end portion of the first rod issupported on the bracket. In this configuration, movement of the firstrod can effectively cause the bracket to swing. Additionally, swingingof the bracket can effectively cause the shock absorber to extend andretract.

In the present invention, it is preferable that: the bracket includes abent portion and a lower end portion, and has a substantially L-likeshape in a side view, the bracket being supported on the vehicle bodyframe such that the bent portion extends obliquely downward andfrontward from the bracket support shaft while the lower end portionextends obliquely downward and rearward from the bent portion; the firstrod is supported on the bent portion of the bracket; and the shockabsorber is supported on the lower end portion of the bracket. In thisconfiguration, movement of the first rod can effectively cause thebracket to swing. Additionally, swinging of the bracket can effectivelycause the shock absorber to extend and retract. Furthermore, such abracket is achieved with a compact configuration. Thus, a weightreduction is achieved.

In the present invention, it is preferable that the bracket supportshaft is arranged above the shock absorber support shaft. In thisconfiguration, increasing the size of the bracket is easy. Accordingly,swinging of the bracket can effectively cause the shock absorber toextend and retract.

In the present invention, it is preferable that the shock absorbersupport shaft and the lever support shaft are arranged adjacent to thebent portion that is provided between the bottom portion and the rearinclined portion. The bent portion, in which the shape of the vehiclebody frame changes, originally given a relatively high rigidity. In theabove-mentioned configuration, the shock absorber support shaft and thelever support shaft are arranged near the bent portion originally havinga relatively high rigidity. This can narrow a region in the vehicle bodyframe that must have a high rigidity.

In the present invention, it is preferable that: the shock absorbersupport shaft is arranged frontward, relative to the bent portion thatis provided between the bottom portion and the rear inclined portion;and the lever support shaft is arranged rearward, relative to the bentportion that is provided between the bottom portion and the rearinclined portion. In this configuration, the shock absorber supportshaft and the lever support shaft are arranged separately at the frontside and at the rear side of the bent portion, thus preventing a stressfrom concentrating to one location in the vehicle body frame. This cannarrow a region in the vehicle body frame that must have a highrigidity.

In the present invention, it is preferable that the lever support shaft,the shock absorber support shaft, and the bracket support shaft arearranged below the vehicle body frame. Alternatively, in the presentinvention, it is preferable that the lever support shaft, the shockabsorber support shaft, and the bracket support shaft are arranged belowthe upper end of the bottom portion of the vehicle body frame. Theseconfigurations enable effective use of a space existing below thevehicle body frame. A space required for installation of the lever, therocker member, the shock absorber, the bracket, the first rod, and thelike, is small. Therefore, even though they are arranged below thevehicle body frame, a deterioration in the comfort of riding felt by therider is still properly avoidable.

In the present invention, it is preferable that the lever supports therear end portion of the first rod, at a position lower than the rockermember. This configuration enables the amount of movement of the firstrod to be effectively larger than the amount of movement of the rockermember.

In the present invention, it is preferable that the rocker member issupported on the lever, at a location between the lever support shaftand the position at which the first rod is supported on the lever. Thisconfiguration enables the amount of movement of the first rod to beeffectively larger than the amount of movement of the rocker member.

In the present invention, it is preferable that the foot board includespedals that are arranged at the lateral sides of the position at whichthe shock absorber and the first rod cross each other. Thisconfiguration can properly suppress an increase in the height positionof the pedals.

In the present invention, it is preferable that the foot board includesthe bottom portion cover that is arranged above the shock absorber. Aspace ensured between a handlebar and a seat, which is specific to thescooter type, can be formed above the bottom portion cover.

In the present invention, it is preferable that the electric motor andthe battery are provided, the electric motor being configured togenerate motive power for driving the right rear wheel and the left rearwheel, the battery being configured to store electricity that is to besupplied to the electric motor. This configuration achieves the electricvehicle properly.

The present invention is not limited to the above-described embodiment,and can be modified and embodied as follows.

(I) Although the above-described embodiment illustrates the case wherethe battery 25 is arranged below the seat 23, this is not limiting.

Reference is made to FIGS. 9 and 10. FIG. 9 is a side view of anelectric vehicle according to a variation of the embodiment. FIG. 10 isa rear view of the electric vehicle according to the variation of theembodiment. Except for the position of the battery, the sameconfiguration as that of the embodiment 1 is adopted. Therefore, thesame reference signs are given, without a detailed description thereof.As shown in FIG. 9, a battery support part 75 is placed in the rearinclined portion 8 and at a position aligning with the rear wheels 35Rand 35L with respect to the vehicle vertical direction. The batterysupport part 75, which is placed in the pair of right and left rearinclined portions 8, supports the battery 71 between the pair of rightand left rear inclined portions 8. Therefore, the battery 71 is arrangedbetween the right rear arm 31R and the left rear arm 31L with respect tothe width direction of the vehicle. The battery 71 is arranged rearward,relative to the swing shaft A1. The battery 71 is arranged so as tooverlap the right rear wheel 35R and the left rear wheel 35L in a sideview. In this variation of the embodiment, a space existing between theright rear arm 31R and the left rear arm 31L and/or a space existingbetween the right rear wheel 35R and the left rear wheel 35L can beeffectively used as a space for installation of the battery 71.

In the present invention, the number of battery support parts includedin the rear inclined portion is not particularly limited. For example,in a case where an electric vehicle 1 is provided with a single rearinclined portion arranged at the center with respect to the vehiclewidth direction, the single rear inclined portion may include onebattery support part or may include two or more battery support parts.In a case where the electric vehicle 1 is provided with a plurality ofrear inclined portions (for example, the pair of right and left rearinclined portions 8), each of the rear inclined portions may include onebattery support part (the battery support part 75 shown in FIGS. 9 and10) or may include two or more battery support parts.

In the case illustrated in FIGS. 9 and 10, the battery support part 75supports the battery 71 at an upper portion of the battery 71. In thepresent invention, however, it suffices that the battery support part isprovided in the rear inclined portion, and no particular limitation isput on the position of the battery support part.

In a possible example, each of a pair of right and left rear inclinedportions includes battery support parts each positioned in each of upperand front portions of the battery in a side view of the vehicle (forexample, four battery support parts in total are provided), and thebattery is supported on the plurality of battery support parts. Morespecifically, a first member extending downward of the vehicle isprovided in the battery support part positioned in the upper portion ofthe battery, and a second member extending rearward of the vehicle isprovided in the battery support part positioned in the front portion ofthe battery. A lower portion of the first member and a rear portion ofthe second member are coupled to each other, thus forming a batterysupport for supporting the battery. Such a battery support has, forexample, an L-like shape when seen from the right side of the vehicle.The battery support part supports the battery via the battery support.

Reference is made to FIG. 11, in which: (a) is a horizontalcross-sectional view of an essential part of the electric vehicleaccording to the variation of the embodiment; (b) is a verticalcross-sectional view of the essential part of the electric vehicleaccording to the variation of the embodiment; and (c) is across-sectional view as taken along the line b-b of (b). In an exampleshown in FIG. 11, the battery 72 is not supported on the rear inclinedportion 8, and the battery 72 is arranged at the lateral sides of theshock absorber 61 with respect to the vehicle width direction y.Alternatively, the battery 72 may be arranged below a foot board 73 in acase where the foot board 73 is provided above the bottom portion 7 ofthe vehicle body frame 3. Such variations of the embodiment may furtherinclude a casing 74 for receiving the battery 72 so that the battery 72is isolated from the shock absorber 61, the rod 53, and the like. It maybe also acceptable that the foot board 73 serves as an upper surface ofthe casing 74. In these variations of the embodiment, a space existingat the lateral sides of the shock absorber 61 and the like can beeffectively used as a space for installation of the battery 72.

(II) Although the above-described embodiment illustrates the case wherethe pedals 21 and the bottom portion cover 22 are provided as the footboard, this is not limiting. The shapes and positions of the pedals 21and the bottom portion cover 22 can be changed appropriately. In apossible change, as shown in FIG. 11, the foot board 73, or the like,that covers the upper side of the pair of right and left bottom portions7 may be provided instead of the pedals 21 and the bottom portion cover22.

(III) Although the above-described embodiment illustrates the case wherethe electric motors 33R and 33L are arranged in the rear end portions ofthe right rear arm 31R and the left rear arm 31L, respectively, this isnot limiting. In a possible change, for example, the electric motor maybe supported on the vehicle body frame 3. In this variation of theembodiment, it may be acceptable to provide a mechanism that transmitsmotive power appropriately generated by the electric motor to the rightrear wheel 35R and the left rear wheel 35L. Although the above-describedembodiment illustrates the case where the electric motor 33R configuredto rotationally drive the right rear wheel 35R alone and the electricmotor 33L configured to rotationally drive the left rear wheel 35L aloneare provided separately, this is not limiting. A common electric motorconfigured to rotationally drive the right rear wheel 35R and the leftrear wheel 35L may be provided.

(IV) Although the above-described embodiment illustrates the case wherethe bracket 51 has a substantially L-like shape in a side view, this isnot limiting. In a possible change, for example, a bracket 81 may have asubstantially triangular shape in a side view, as shown in FIG. 11( b).

(V) Although the above-described embodiment illustrates a three-wheelvehicle including the single front wheel 17 and the pair of rear wheels(35R, 35L), this is not limiting. A four-wheel vehicle (four-wheelvehicle configured to lean its vehicle body frame when turning)including a pair of front wheels and a pair of rear wheels may beacceptable.

(VI) Although the above-described embodiment illustrates the case wherethe electric vehicle 1 that is a two-rear-wheel electric vehicle is ofscooter type, the present invention is not limited to this example case.

In the present invention, it may be acceptable that the vehicle bodyframe includes a frame member provided between the head pipe and therear inclined portion. In such a case, the front end of the frame memberis bonded to the head pipe, and the rear end of the frame member isbonded to the rear inclined portion.

It may be also acceptable that the vehicle body frame includes a framemember arranged between the front inclined portion and the rear inclinedportion, the frame member being separate from the bottom portion andprovided above the bottom portion. In such a case, the front end of theframe member is bonded to the front inclined portion at a positionupward of the rear end portion of the front inclined portion, and therear end of the frame member is bonded to the rear inclined portion at aposition upward of the front end portion of the rear inclined portion.

(VII) In the case illustrated in the above-described embodiment: theshafts A1, A2, A3, and A4 are placed in the vehicle body frame 3, theshaft A1 supporting the rear arm 31 (31R, 31L), the shaft A2 supportingthe lever 41, the shaft A3 supporting the bracket 51, the shaft A4supporting the rear end portion 61 b of the shock absorber 61; the rod45 (45R, 45L) and the rocker member 43 are placed between the rear arm31 and the lever 41; the rod 53 (53R, 53L) is placed between the lever41 and the bracket 51; and the bracket 51 supports the front end portion61 a of the shock absorber 61.

However, the present invention is not limited to this example case. Forexample, the following configurations are also adoptable.

In a possible configuration: the shafts A1, A2, and A3 are placed in thevehicle body frame 3, the shaft A1 supporting the rear arm 31 (31R,31L), the shaft A2 supporting the lever 41, the shaft A3 supportingfront end portions 61 a of a pair of right and left shock absorbers 61;the rod 45 (45R, 45L) and the rocker member 43 are placed between therear arm 31 and the lever 41; and the lever 41 supports rear endportions 61 b of the pair of right and left shock absorbers 61. In thisconfiguration, the front end portions 61 a of the shock absorbers 61 aresupported directly on the bottom portion 7. The shaft A3 corresponds tothe front support part. The rear end portions 61 b of the shockabsorbers 61 are supported indirectly on the bottom portion 7 withinterposition of the lever 41. The shaft A2 corresponds to the rearsupport part.

In another possible configuration: the rocker member 43 is rotatablyplaced in the bottom portion 7; and the right end portion 43R of therocker member 43 is connected to the right rear arm 31R by a shockabsorber 61 while the left end portion 43L of the rocker member 43 isconnected to the left rear arm 31L by another shock absorber 61.Rotation of the rocker member 43 causes the right/left rear arms 31R/31Lto swing in opposite directions. In this configuration, the front endportions 61 a of the shock absorbers 61 are supported indirectly on thebottom portion 7 with interposition of the rocker member 43. A part atwhich the rocker member 43 is supported corresponds to the front supportpart.

In the present invention, members (such as the support members 52 and62) directly fixed to the bottom portion 7 are members that constitutethe bottom portion 7.

A situation where the end portion of the shock absorber is supporteddirectly on the front support part or the rear support part includesinstances where the end portion of the shock absorber is fixed to thefront support part or the rear support part and instances where the endportion of the shock absorber is displaceably supported on the frontsupport part or the rear support part. For example, the rear end portion61 b of the shock absorber 61 shown in FIG. 2 is displaceably supportedon the shock absorber support part A4. This corresponds to the situationwhere the end portion of the shock absorber is supported directly on therear support part.

A situation where the end portion of the shock absorber is supportedindirectly on the front support part or the rear support part includesinstances where the end portion of the shock absorber is supported onthe front support part or the rear support part with interposition of amember having a predetermined shape, and a portion where the end portionof the shock absorber is coupled to the member having the predeterminedshape is displaceable while a portion where the front support part orthe rear support part is coupled to the member having the predeterminedshape is displaceable. For example, the front end portion 61 a of theshock absorber 61 shown in FIG. 2 is supported indirectly on the bracketsupport part A3 with interposition of the bracket 51 (a single memberhaving a predetermined shape).

The front support part receives a load at a time of compression orextension/retraction of the shock absorber caused by an impact that therear wheel has received from a road surface. The same applies to therear support part.

(VIII) In the case illustrated in the above-described embodiment, animpact that the rear wheel 35 has received from the road surface G istransmitted to the shock absorber 61 via the stay 37 that is positionedbelow the swing shaft A1. Accordingly, as shown in FIG. 8( b), a forcepulling the rod 45 (45R, 45L), the rocker member 43, the lever 41, therod 53 (53R, 53L), the bracket 51, and the shock absorber 61 toward therear side of the vehicle is applied to them at a time of occurrence ofan impact. In the present invention, however, it may be acceptable thatthe stay 37 is positioned above the swing shaft A1. In such a case, aforce pushing members toward the front side of the vehicle is applied tothe members.

As for the configurations (VII) and (VIII), the present invention is notlimited to the above-described examples. In the present invention, itsuffices that the bottom portion includes the front support part thatdirectly or indirectly supports the front end portion of the shockabsorber and the shock absorber is configured such that an impact thatthe rear wheel has received from a road surface is transmitted to theshock absorber via the rear arm. The rear end portion of the shockabsorber may be supported directly or indirectly on the rear supportpart of the bottom portion, or may be supported on the rear arm. At atime of occurrence of an impact, either of a force traveling frontwardof the vehicle and a force traveling rearward of the vehicle may beapplied to a member that couples the rear arm to the end portion of theshock absorber. The shock absorber may be arranged so as to compress ata time of occurrence of an impact, or may be arranged so as to extend ata time of occurrence of an impact.

(IX) The embodiment described above and the variations of the embodimentdescribed in examples (I) to (VIII) may be further varied as appropriateby, for example, replacing or combining certain components withcomponents of other variation of the embodiment.

The present invention may adopt the following configurations.

(A) An electric vehicle configured to lean a vehicle body frame thereofwhen turning, the electric vehicle including:

a vehicle body frame;

a right rear arm supported on the vehicle body frame, the right rear armbeing swingable on a swing shaft, the right rear arm supporting a rightrear wheel such that the right rear wheel is vertically movable;

a left rear arm supported on the vehicle body frame, the left rear armbeing swingable on the swing shaft, the left rear arm supporting a leftrear wheel such that the left rear wheel is vertically movable;

a foot board arranged frontward, relative to the swing shaft;

a lever supported on the vehicle body frame, the lever being swingableon a lever support shaft that is positioned frontward, relative to theswing shaft;

a rocker member rotatably supported on the lever, the rocker membercausing the right rear wheel and the left rear wheel to move verticallyin opposite directions in cooperation with swinging of the right reararm and swinging of the left rear arm;

a bracket supported on the vehicle body frame, the bracket beingswingable on a bracket support shaft that is positioned frontward,relative to the lever support shaft;

a shock absorber having a front end portion and a rear end portion, thefront end portion being supported on the bracket, the rear end portionbeing supported on the vehicle body frame by a shock absorber supportshaft that is positioned frontward, relative to the swing shaft andrearward, relative to the bracket support shaft; and

a first rod having a front end portion and a rear end portion, the frontend portion being supported on the bracket at a location between thebracket support shaft and the position at which the shock absorber issupported on the bracket, the rear end portion being supported on thelever, the first rod being arranged so as to cross the shock absorber ina side view.

(B) The electric vehicle according to (A), including

a right second rod having a front end portion and a rear end portion,the front end portion being supported on the rocker member, the rear endportion being supported on the right rear arm; and

a left second rod having a front end portion and a rear end portion, thefront end portion being supported on the rocker member, the rear endportion being supported on the left rear arm,

the right second rod being configured to move substantially rearwardwhen the right rear wheel moves upward,

the left second rod being configured to move substantially rearward whenthe left rear wheel moves upward.

(C) The electric vehicle according to (A) or (B), wherein

the shock absorber is arranged inclined such that the front end portionthereof is below the rear end portion thereof,

the first rod is arranged inclined such that the front end portionthereof is above the rear end portion thereof.

(D) The electric vehicle according to any one of (A) to (C), wherein

a position at which the front end portion of the first rod is supportedon the bracket is located below and frontward of the bracket supportshaft,

a position at which the front end portion of the shock absorber issupported on the bracket is located rearward and obliquely downward ofthe position at which the front end portion of the first rod issupported on the bracket.

(E) The electric vehicle according to any one of (A) to (D), wherein

the bracket includes a bent portion and a lower end portion, and has asubstantially L-like shape in a side view, the bracket being supportedon the vehicle body frame such that the bent portion extends obliquelydownward and frontward from the bracket support shaft while the lowerend portion extends obliquely downward and rearward from the bentportion,

the first rod is supported on the bent portion of the bracket,

the shock absorber is supported on the lower end portion of the bracket.

(F) The electric vehicle according to any one of (A) to (E), wherein

the bracket support shaft is arranged above the shock absorber supportshaft.

(G) The electric vehicle according to any one of (A) to (F), wherein

the vehicle body frame includes:

a head pipe provided in a front end portion of the vehicle body frame;

a front inclined portion extending obliquely downward and rearward fromthe head pipe;

a bottom portion extending substantially horizontally and rearward froma rear end portion of the front inclined portion; and

a rear inclined portion extending obliquely upward and rearward from arear end portion of the bottom portion,

the shock absorber support shaft and the lever support shaft arearranged adjacent to a bent portion that is provided between the bottomportion and the rear inclined portion.

(H) The electric vehicle according to (G), wherein

the shock absorber support shaft is arranged frontward, relative to thebent portion that is provided between the bottom portion and the rearinclined portion,

the lever support shaft is arranged rearward, relative to the bentportion that is provided between the bottom portion and the rearinclined portion.

(I) The electric vehicle according to any one of (A) to (G), wherein

the lever support shaft, the shock absorber support shaft, and thebracket support shaft are arranged below the vehicle body frame.

(J) The electric vehicle according to any one of (A) to (I), wherein

the lever supports the rear end portion of the first rod, at a positionlower than the rocker member.

(K) The electric vehicle according to any one of (A) to (J), wherein

the rocker member is supported on the lever, at a location between thelever support shaft and the position at which the first rod is supportedon the lever.

(L) The electric vehicle according to any one of (A) to (K), wherein

the foot board includes pedals that are arranged at the lateral sides ofthe position at which the shock absorber and the first rod cross eachother.

(M) The electric vehicle according to any one of (A) to (L), wherein

the foot board includes a bottom portion cover that is arranged abovethe shock absorber.

(N) The electric vehicle according to any one of (A) to (M), including:

an electric motor that generates motive power for driving the right rearwheel and the left rear wheel; and

a battery configured to store electricity that is to be supplied to theelectric motor.

(O) The electric vehicle according to (N), wherein

the battery is arranged at the lateral side of the shock absorber.

(P) The electric vehicle according to (N), wherein

the battery is arranged between the right rear arm and the left reararm.

DESCRIPTION OF THE REFERENCE SIGNS

-   -   1 . . . electric vehicle (two-rear-wheel electric vehicle)    -   3 . . . vehicle body frame    -   5 . . . head pipe    -   6 . . . front inclined portion    -   7 . . . bottom portion    -   8 . . . rear inclined portion    -   9 . . . bent portion    -   21, 73 . . . foot board    -   25, 71, 72 . . . battery    -   26 . . . battery support bracket    -   27 . . . battery support part    -   31R . . . right rear arm    -   31L . . . left rear arm    -   33R, 33L . . . electric motor    -   35R . . . right rear wheel    -   35L . . . left rear wheel    -   41 . . . lever    -   43 . . . rocker member    -   45R . . . right rod (right second rod)    -   45L . . . left rod (left second rod)    -   51, 81 . . . bracket    -   51A . . . bent portion    -   51B . . . lower end portion    -   53 . . . rod (first rod)    -   53R . . . right rod    -   53L . . . left rod    -   61 . . . shock absorber    -   A1 . . . swing shaft    -   A2 . . . lever support shaft    -   A3 . . . bracket support shaft (front support part)    -   A4 . . . shock absorber support shaft (rear support part)    -   B . . . rotation axis

1-20. (canceled)
 21. A two-rear-wheel electric vehicle configured tolean a vehicle body frame thereof when turning, the two-rear-wheelelectric vehicle comprising: a vehicle body frame; a pair of right andleft rear arms supported on the vehicle body frame, the pair of rightand left rear arms being swingable about a swing shaft, the pair ofright and left rear arms separately supporting a pair of right and leftrear wheels, respectively; a battery configured to drive the pair ofright and left rear wheels; and a shock absorber configured to lessen animpact that the pair of right and left rear wheels receive from a roadsurface, the shock absorber being configured such that the impact istransmitted thereto via the pair of right and left rear arms; whereinthe vehicle body frame includes: a head pipe; a front inclined portionextending obliquely downward and rearward from the head pipe; a bottomportion extending rearward in a front-back direction of the vehicle froma rear end portion of the front inclined portion, the bottom portionincluding a front support portion that directly or indirectly supports afront end portion of the shock absorber; and a rear inclined portionextending obliquely rearward and upward from a rear end portion of thebottom portion, the rear inclined portion including a battery supportportion that supports the battery; and the swing shaft is positionedrearward of the front support portion and below the battery supportportion.
 22. The two-rear-wheel electric vehicle according to claim 21,wherein the bottom portion includes a rear support portion that directlyor indirectly supports a rear end portion of the shock absorber, therear support portion being arranged rearward relative to the frontsupport portion.
 23. The two-rear-wheel electric vehicle according toclaim 22, wherein the shock absorber is configured such that a forcethat distances the front support portion and the rear support portionfrom each other in the front-back direction of the vehicle is applied tothe front support portion and the rear support portion when the pair ofright and left rear wheels receive an upward impact from the roadsurface.
 24. The two-rear-wheel electric vehicle according to claim 23,wherein an angle formed between a direction in which the shock absorberextends and retracts under a state where the vehicle is stopped uprightand a direction in which the bottom portion extends at a position of therear support portion is about 45° or less.
 25. The two-rear-wheelelectric vehicle according to claim 22, wherein the bottom portionfurther includes a transmission member support portion, and thetransmission member support portion supports a member configured totransmit an impact that the pair of right and left rear wheels receivefrom the road surface to the shock absorber through the rear arm. 26.The two-rear-wheel electric vehicle according to claim 21, wherein therear inclined portion does not include a portion that supports the shockabsorber, and the bottom portion does not include a portion thatsupports the battery.
 27. The two-rear-wheel electric vehicle accordingto claim 21, wherein the bottom portion extends in the front-backdirection of the vehicle at a position lower than a position where upperends of the pair of right and left rear wheels are located when thevehicle is stopped upright.
 28. The two-rear-wheel electric vehicleaccording to claim 21, wherein the bottom portion includes a pair ofright and left bottom portions, and the shock absorber is arrangedbetween the pair of right and left bottom portions.
 29. Thetwo-rear-wheel electric vehicle according to claim 21, wherein the rearinclined portion includes a pair of right and left rear inclinedportions, the rear inclined portion supports a seat, and the battery isarranged between the pair of right and left rear inclined portions. 30.The two-rear-wheel electric vehicle according to claim 21, furtherincluding electric motors to drive the pair of right and left rearwheels, respectively, the electric motors being supported on the pair ofright and left rear arms, respectively.
 31. The two-rear-wheel electricvehicle according to claim 30, wherein the rear inclined portionsupports a seat, the shock absorber and the electric motors are arrangedat opposite sides of the swing shaft with respect to the front-backdirection of the vehicle, the shock absorber and the electric motors arearranged at a position lower than the position where the upper ends ofthe pair of right and left rear wheels are located when the vehicle isstopped upright, and the battery is located below the seat and above theshock absorber and the electric motors.
 32. The two-rear-wheel electricvehicle according to claim 31, wherein the battery is located betweenthe right rear arm and the left rear arm with respect to a widthdirection of the vehicle.
 33. The two-rear-wheel electric vehicleaccording to claim 21, wherein the battery is located rearward relativeto the swing shaft.
 34. The two-rear-wheel electric vehicle according toclaim 21, further comprising: a foot board located frontward relative tothe swing shaft; a lever supported on the vehicle body frame, the leverbeing swingable on a lever support shaft that is positioned frontwardrelative to the swing shaft; a rocker member rotatably supported on thelever, the rocker member causing the right rear wheel and the left rearwheel to move vertically in opposite directions in cooperation withswinging of the pair of right and left rear arms; a bracket supported onthe vehicle body frame, the bracket being swingable on a bracket supportshaft that serves as the front support portion and that is positionedfrontward relative to the lever support shaft; and a first rod includinga front end portion and a rear end portion, the front end portion beingsupported on the bracket at a location between the bracket support shaftand a position at which the shock absorber is supported on the bracket,the rear end portion being supported on the lever, the first rod beingarranged so as to cross the shock absorber in a side view of thevehicle; wherein the front end portion of the shock absorber issupported on the bracket; and the rear end portion of the shock absorberis supported on the vehicle body frame by a shock absorber support shaftthat is positioned frontward relative to the swing shaft and rearwardrelative to the bracket support shaft.
 35. The two-rear-wheel electricvehicle according to claim 34, further comprising: a right second rodincluding a front end portion and a rear end portion, the front endportion being supported on the rocker member, the rear end portion beingsupported on the right rear arm; and a left second rod including a frontend portion and a rear end portion, the front end portion beingsupported on the rocker member, the rear end portion being supported onthe left rear arm; wherein the right second rod is configured to movesubstantially rearward when the right rear wheel moves upward; and theleft second rod is configured to move substantially rearward when theleft rear wheel moves upward.
 36. The two-rear-wheel electric vehicleaccording to claim 34, wherein the shock absorber is inclined such thata front end portion thereof is below a rear end portion thereof; and thefirst rod is inclined such that a front end portion thereof is above arear end portion thereof.
 37. The two-rear-wheel electric vehicleaccording to claim 34, wherein a position at which the front end portionof the first rod is supported on the bracket is located below andfrontward of the bracket support shaft; and a position at which thefront end portion of the shock absorber is supported on the bracket islocated rearward and obliquely downward of the position at which thefront end portion of the first rod is supported on the bracket.
 38. Thetwo-rear-wheel electric vehicle according to claim 34, wherein the shockabsorber support shaft and the lever support shaft are arranged adjacentto a bent portion that is provided between the bottom portion and therear inclined portion.
 39. The two-rear-wheel electric vehicle accordingto claim 38, wherein the shock absorber support shaft is arrangedfrontward relative to the bent portion that is provided between thebottom portion and the rear inclined portion; and the lever supportshaft is arranged rearward relative to the bent portion that is providedbetween the bottom portion and the rear inclined portion.
 40. Thetwo-rear-wheel electric vehicle according to claim 34, wherein the leversupport shaft, the shock absorber support shaft, and the bracket supportshaft are arranged below the vehicle body frame.